bellinger



(No Model.) 2 Sheets--Sheety 1.

A.. D. BBLLINGER- ROTARY ENGINE.

(No Madel.) 2 Sheets-Sheet 2.

A. D. BLLINGERi RGTARY ENGINE.

No. 491,402. Patented Peb. 7 1893,

W/TNESSES:

A TTOHNEYS Unirse rrn'rns rrrnirr lirios.

ALBERT D. BELLlNGER, OF BLACK RVER FALLS, VISCONSIN, ASSiGNOR TO IHMSELF AND HENRI B. COLE, OF SAME PLACE.

ROTARY ENGINE.

SPECIFICATION forming part of Letters Patent No. 491,402, dated February 7', 1893. Application led December 8, 1891. Serial No. 414.360. (No model.)

To @ZZ whom it 'may con/cern,.-

Be it known that l', ALBERT D. BELLiNGER, of Black River Falls, in the county of Jael;- son and State of lVisconsin. have invented a neuT and useful improvement in Rotary Engines, oi' which the following is a full, clear, and exact description.

rlhe object of the invention is to provide a new and improved rotary engine which is :o simple and durahle in construction, very effective in operation, and arranged to utilize the motive agent to the fullest advantage, at the saine time reducing friction to a minimum and compensating for any endwise thrust or i5 movement of the shaft, so as not to disturb the relative position of the piston and cylinder.

The invention consists of certain parts and details, and combinations of the same as will he hereinafter tully described and then .zo pointed out in the claims.

Reference is to he had to the accompanying drawings forming a part oi. this specilioation, in which similar letters of reference indicate corresponding parts in all the figures.

Figure l is a sectional end elevation of the improvement on the line l-l of Fig. 3; Fig. :2 is a like vieu of the same on the line 2-2 ot Fig. 3; Fig. 3 is a sectional side elevation of the same on the line 3--3 of Fig. l; Fig. e

3o is an enlarged sectional plan view of the steam chests and adjacent parts; Fig. is an enlarged sectional side elevation of part of the saine, and Fig. G is a side elevation of the device for returning the cut ott valves.

f5 The improved rotary engine is mounted on ahase A, formed at or near its center with a transversely extending segmental arm A', provided at its upper end with outwardly extending lian ges A2, supporting screws orbolts 4o A3, engaging lugs B2, formed in the under side of the steam chests B and B', arranged dianietrically opposite each other on the cylinder D, and forming part ot the same. The cylinder C is lined on its inside with a ring C',

formed with annular shoulders G2, on its ends, the said shoulders being engaged by sets of packing rings D', forming part of a Wheel D,

mounted to rotate Within the stationary cylinder C. i

5o The rings D are su pported partly on plates D2 anden the rim D3, on which the former are bolted or otherwise secured at theiriuner ends. The faces ot the two outermost rings ot' the sets of rings D' abut against the inner surface of the rings D", bolted to the outer edges of the rim D'rs and the plates D2, as plainly shown in Figs. 3 and Ll.

The peripheries of the rings D*l extend closely to the inner surface of the cylinder C, and the inner sidesot' the said rings also abut oo against the edges of the lining C, thus holding the rings D', which are packing rings, in place on the shoulders C2 of the lining C'. The periphery of the rim D3 is lined byasectional ring D5, which rlatter forms with the lining C and the packing rings D', a steam space E, into Which passes and acts, the motive agent for driving the machine. The mo tive agent introduced into the steam space E acts on the pistons F and F', fitted to slide in 7o casings F2 and F5, respectively extending to the rim D3 of the Wheel D. The outer ends of the said pistons pass through the rim D3 and lining D5 and are adapted to travel on the inner surface of the lining C of the cylinder C and also come in contact with the ahutinents G and G', located diametrically opposite each other next to the steam chests B and B' respectively, as plainly illustrated in Fig. 2. 8o

The rim D3 of the wheel D is provided with inwardly projecting and longitudinally extending lugs D6, engaged at opposite sides hy plates DS, bolted or otherwise secured to the arms of a spider D7, secured by suitable means 8 5 on the main driving shaft H, passing oentrally through the cylinder C and journaled in suitable bearings A4, formed or attached to standards A5, supported on the base A of the main frame. Thus the shaft H is journaled 9o in hearings independent of the support for the cylinder C. rlhe outer surfaces of the arms of the spider D7 abut on the inner surfaces of the lugs D", but the ends of the said arms are unrestricted so that a lengthwise shifting of the shaft H and the spider D7 does not disturb the position ot the rim D3, as the said spider arms D7 are free to slide longitudinally on the lugs DG. When the shaft H, however, is turned, the spider arms hy their roo plates D8 engaging the lugs D6 at opposite sides carry the rim D3 along, thus revolving the entire wheel D within the casing C. The lining D5 abuts at its outer edges on the innermost rings of the sets of rings D so as to hold the same in proper position on the rim D3, the said rings thus forming with the liuing C', and the lining D5, a tight joint to prevent all leakage of the motive agent from the steam space E.

In the rim of the cylinder C are formed the channels a and t), of which the channel a is connected with a suitable source of motive agent supply, while the channel b is connected with an exhaust pipe. The channels a and b extend each through nearly one-halt' of the rim of the cylinder C, as plainly shown in Fig. 2, so as to steam-jacket the cylinder C. The ends of the channels a open into the cylindrical spaces c and c', formed in the steam chests B and I3 respectively, and the ends of the channel b terminate in circular channels d and d', also formed in the steam chests B and B', respectively, and surrounding the central spaces c and c. In the latter are secured the valve seats I and I', containing the cut-ott valves K and K', respectively, each of the said valve seats being formed with a cross bar I2, attached to the cylindrical parts I3, fastened to the head plates C3 and C, of the cylinder C, as plainly illustrated in Fig. 4.

The cross bars I2 of the valve seats I and l engage the back of the reversing valves J and J respectively, mounted to turn in the spaces c and e', the shifting of the reversing valves being accomplished by hand whenever it is desired to reverse the engine, as hereinafter more fully described.

In the cross bars I2 of the xed valve seats I and I are formed the inlet ports e and e', respectively, opening at all times into larger ports f and f', formed in the reversing valves J and J respectively. The portsfand f in the reversing valves J and J, connect with the ports g and g', extending through the cylinder C, and lining C and the abutments G and G, to open into the steam space E below and above a horizontal plane extending diametrieally through the shaft II and the centers of the steam chests B and B. WVhen the reversing valves J and J are turned in order to reverse the engine, the portsfand f connect with the ports h and L, respectively, also extending through the cylinderC, its lining C and the abutments G, G' respectively, to open into the steam space E at opposite sides, that is above and below the ports g and g', as plainly illustrated in said Fig. 2.

In the abutment G between theiuner ends of the ports g and h is arranged apacking bar G2, pressing on the outer surface of the ring lining D5, the pressure on the bar G2 being exerted by the motive agent passing through the portfand a small port f2, to the back of the said bar, as plainly shown in Fig. 2. A similar packing bar G3, is arranged in the abutment G and is located between the inner ends of the two ports g and 7L. The motive agent from the port f passes through a port f3, to the back of the packing bar G3 so as to press the latterin contact with the outer surface of the ring lining D5. In the periphery of the reversing valve J and above and below the port f are formed cavities c' t', and similar cavities i2 and i3, are formed on the reversing valve J above and below the port f. The cavity t' is adapted to connect the port h with the channel d so that the exhaust motive agent from the space E can pass through the port h, cavity ,into the channel d and from the latter to the exhaust channel b to finally pass to the outer air. The other cavity i is adapted to connect the port g with the channel cl when the reversing valve J has been changed to reverse the engine, as above described. In a like manner the cavity i2 is adapted to connect the port g with the channel CZ at the time the position of the reversing valve J has been changed to reverse the engine. The other cavity d3 is adapted to connect the port h with the channel d when the engine is run in the direction of the arrow a', the exhaust steam passing through the port h', cavity t3, into the channel CZ and from the latter to the channel b to nally pass to the outer air.

When the several parts are in the position illustrated in Fig. 2, and steam is admitted to the channel a then it passes into the spaces e, c and from the latter through the ports e, e and ports f, f respectively, into the ports g, g', respectively, and then into the space E below and above the abutments G, G, respeetively, so that the motive agent acts on the two pistons F and F to turn the wheel D in the direction of the arrow a. The exhaust steam in front of the pistons F, F passes through the ports h, h', cavities t, i3 into the channels d, d and from the latter through the channel b to the outer air. Vhen the positions of the reversing valves J and J arc changed, then the ports h 7L become the inlet ports for the motive agent, and the ports g, g the exhaust ports, to conduct the exhaust into the channel b by means ot' the cavities t', t2 and the channels CZ, d. Each of the channels d and d is connected by a channel 7c, with a port Z, connecting the inlet channel a with the interior ot` the cylinder, that is the space E, as plainly illustrated in Fig. 5. In this port Z is arranged to slide a block or valve n, held normally closed, as shown in the said figure, by the pressure of the motive agent in the channel a. In case of the increase of pressure (back pressure) in the space E, the valve n is forced outwardlyso that the channel 7c is opened and connection is established between the space E and the channel cl or d to permit the excess of pressure to pass into the exhaust channel b. The amount of motive agent passing from the respective space c, c through the ports e e respectively in the valve seat I or I respectively, is controlled by the respective eut-oit valve K or K each of which is provided with a cross bar IOO K2, connecting the cylindrical ends K3, with each other. The cylindrical ends K3 are mounted to turn in the valve seats l, l respectively, as plainly shown in Fig. a. Each valve stem K4, of the two cut-off valves K and K carries on its outer ends arms and K5, of which the latter are each connected with a spring K7, attached on the easing C and serving to hold the arm KG and its valve in either of the two positions into which it is moved, as hereinafter more fully described. The arms K5 stand dianietrically opposite the arms K5 as plainly shown in Figs. l, et and 6.

The arms K5 and K5 of the valve K are adapted to he engaged by the lett ends of the 'oars L and L', respectively mounted to slide in suitable hearings in the cylinder heads C5 and C* respectively. The other or right hand ends of the bars L and L ahnt against and are adapted to impart a swinging motion to the arms K5 and K of the valve K.

The har L serves to move the valves K and K', to cut oil? on the ports e and e respectively, the valves being held in this cut ott position hy the action of the spring K7 until the other har L nieves the valves in an opposite direction to reopen the ports e and c to admit the motive agent.

Both bars L and L are actuated from the main driving shaft ll, the bar L by moans of acam and the other har L by a cam controlled hy a centrifugal governor to regulate the amount ot cut off according to the speed of the engine. Each of the hars L or L is pressed on by a spring L2, resting with one end against the head C1* and with its other end presses against a nut L5, held adj ustahly on the respective har L or L. A jam nut abutting against the nut L5 locks the latter in place. rlhe sliding motion of thehar L is limited in one direction hy adjustable nuts Lt, held on the har L and abutting against the head C, as shown in Fig. l. ln the iniddle of each ot the hars L or L is formed a ring L5, through which passes loosely them ain driving shaft H. 0n one side of the ring on the har L is arranged a friction roller L5, adapted to Ahe alternately engaged hy the ends N and N2 of a cam N, provided with a sleeve N5, iitted on the main driving shaft H. In the sleeve N5 is formed a diagonal slot N'hengaged hy a pin Il', projecting from a hey H2, mounted to slide in a longitudinal groove or key-way H3, formed in the main driving shaft H. On the outer end of the keyH2 is secured a grooved collar H4, engaged hy the forked end of a lever H5, pivoted on a bracket supported from the easing O. The free end of the lever H5 is provided with a pointer H5, indicating on a graduated segment H7, as illustated in Fig. 3.

On the inner end of the sleeve N3 ot the cam N is formed or secured a gear wheel N5, engaged at opposite sides hyracls O and O', pivotally-connected with weighted governor arms O2 and O5, respectively pivoted at O4 on arms of the spider Dl, the two pivot points being located diametrically opposite each other, as indicated in Fig. l. Each of the arms O2 and O3 is formed near its pivot end with a lug O5 and O5, connected with springs O7 and OS, respectively, attached on adjustahle bolts O5, held on the wheel D. The pressure of the springs O7 and 05 holds the weighted ends of the governor arms O2 and O3 in an innermost position, but when the speed of the engine increases above a normal rate then the said arms O2 and O5 swing outwardly against the tension of the springs OT and OS respectively. The swinging movement of the arms O2 and O5 causes the racks O and 0 to turn the gear wheel N5 so that the sleeve Nof the cam N is turned, and the position of the cam ends N and N2 of the cam N is changed. y At the same time the slot N4 of the sleeve N5, engaging the pin ll imparts a sliding motion to thelattenand consequently tothe key H2 so that the collar HL imparts a swinging motion to the lever H5, the point H5 of which then indicates the amount or cut-off on the segment H7. The cam ends N and N2 in revolving with the shaft H alternately engage the friction roller L5 so that the barL is shifted to the right against the tension of the spring L2. The latter returns the loar to the normal position shown in Fig. l, as soon as the cam ends have left the friction roller L5. The shifting ofthe bar L to the right causes a swinging of the arms K5 so that the cut-olif valves K and K are turned and the cross bars lf2 of the said valves out off sooner or later on the ports c Vand e', thus admitting more or less steam to the space E. It is understood that the bar L is returned to its former position after passing the arrowshaped ends Q4, 5 of the lever Q5 by its spring L2. effected by the movement of the har L' by pushing arms K5 over the center, the spring K7 inishing the movement. The length of this movement is checked hy the arms K5 striking ends of loar L. lt is further understood that the two arms K5 and K5 play outside the ends of bars L and L and the two arms on the opposite or left side play between the turned-up or right angle ends of hars L and L. This arrangement allows the four arms to have a free movement and to play to and from their respective abutting points.

It will he seen that when the speed of the engine increases above a normal rate the position of the cam N is changed so that the cam ends N and N2 act sooner on the friction roller L5, thus changing the position of the valves K and K to out ott the motive agent sooner at the ports e and e'.

On the shaft H is secured a sleeve Q, Drovided with a pin Q', extending into a notch Q2, formed in a lever Q5, mounted to turn loosely on the said sleeve Q and having its outer ends Qt and Q5, arrow-shaped as plainly illustrated in Figs. 2 and 3. The outer ends Q4 and Q5 are adapted to alternately engage a friction roller L7 held on the har L, to shift IOO At this point the admission valve is open,

IIO

the latter so as to turn the valves K and K to reopen the ports e and e' as before described. lt will be seen that on reversing the motion of the engine the shaft ll turns in an opposite direction for a distance before the pin Q of sleeve Q strikes the other end of notch Q2 and carries lever Q3 along, so that the latter does not act on friction roller L7 until piston F or F has passed the respective live steam port in the abutment G or G. lt is understood that when the arms K5 and K3 are pushed or pulled past a central position by the action of the bars L and L', as above described, the springs K7 iinis'h the opening or closing motion of the valves K and K. A pad or other device is arranged in casing C3 for the rod L, to deaden the noise on the return of rod L and its nuts Ll. The cut-ott cam N can follow the cam lever Q3 so closely that the motive agent can be cut. oft at less than one-tenth of full stroke and owing to the free exhaust ports uncontrolled by valves and open at all times into the channel b, the cutot't can be prolonged ninety-nine one-hun dredths of the full stroke and the governor will likewise Work automatically within the range of one-tenth to ninetynine one-hundredths.

The pistons F and F are mounted to slide in casings F2 and F3 respectively attached to the inside of the rim D3 of the wheel D, the plates D2 covering the sides of the said casings. The inner ends of the casings F2 and F3 are connected by pipes F'l with a dialnetrical opening H3, formed in the main driving shaft ll connected with a central opening Il", arranged longitudinally in the said shaft and extending to one end thereof. The outer end of the shaft is connected at the central opening ll with a pipe P, connected with thcinlet pipe of the motive agent, as plainlyshown in Fig. On the pipe P is arranged a reducing valve P, a lubricant-feeding device P2, and a pressure gage P3, all of approved constructions. The reducing valve P serves to maintain a constant pressure in cylinder in case of varying boiler pressure. Now a part of the motive agent can pass through the pipe P into the openings ll and H3 to pass through the pipes F'l into the inner ends ot the casings F2 and F3, so that the motive agent presses against the inner ends of the pistons F and F to hold the same with their outer ends in contact with the lining C and the inner surfaces or sides of the abutments G and G. rlhe inner sides of the abutments extend vertically and tangentially to the ring lining D5 as shown in Fig. 2.

The pistons F and F are moved inward when passing onto the respective abutment G or G and are Finally pressed into an innermost position when passing the respective packing bar l2 or The pistons are then again forced outward while passing over the other half ot' the respective abutment by the action of the motive agent in the casings F2 and F3 pressing on the inner ends ot the said pistons., Vthen the pistons pass onto the abutments G and G', then the said pistons in passing over the exhaust ports exhaust the motive agent in the casings F2 and F3, to permit the pistons to readily slide inward while traveling over the remainder of the abutments. For this purpose each of the abutments is provided with a channel 0, adapted to connect with a port p formed in one side of the exhaust casing F2, so that the motive agent from the casing can pass through the portp into the channel o and from the latter into the respective exhaust port at the time the piston passes over the latter. The shifting of the reversing valves J and J is accomplished by hand and for this purpose the following device is employed.

A segmental rod R is mounted to slide in suitable bearings attached to the casing C and is provided with a handle R for conveniently shitting the said rod R, the ends of the latter passing through suitable stuing boxes into the steam chests B and B', and each inner end is formed with segmental gear teeth R2 iu mesh with gear teeth J2 formed on the respective reversing valves J or J', as plainly illustrated in Figs l and 2. By moving the handle R in one direction, the two valves J and J are turned so that their positions are changed to reverse the engine, as above described. It is understood that the reversing valves J and J turn in the steam chests in the space c on the cylindrical ends I3 of the fixed valve seats I and l respectively, as above described.

It will be seen that by this machine full provision is made for all endwise thrust of the shaft ll, as the longitudinal shifting ot" the latter does not at't'ect the relative positions of the wheel D and the cylinder C. lt will further be seen that the cylinderis steamjacketed by forming the inlet channel a and the exhaust channel b semi-circular, as above described and shown in the drawings.

Having thus fully described my invention, l claim as new antl desire to secure by Letters Patent,-

l. In a rotary engine, a wheel provided with a rim having projections, a spider abutting with its arms on the said projections, and plates attached to the spider arms and abutting on the sides of the said projections, substantially as shown and described.

2. A rotary engine, provided with a wheel comprising a spider, a rim formed with inwardly-extending projections abutting on the arms on the spider, plates secured on the spider arms and engaging opposite sides of the said projections, a lining held on the outer surface of the said rim, and packing rings supported on the said rhn and abutting against the said lining, substantially as shown and described.

3. A rotary engine, provided with a wheel comprising a spider, a rim formed with inwardly-extending projections abutting on the arms of the spider, plates secured on the IOO IIO

spider arms and en gaging opposite sides of the seid projections, n lining held on the outer surface of the said rini, pecking rings snppcrted on the scid rim and abutting against the said lining7 and outer rings abutting ngninst the said packing rings and secured on the said rimJ Substantially as shown and described,

In a rotary engine, the combination with n cylinder provided with e lining in the forni ot' n ring having annular shoulders, of n Wheel mounted to turn Within the said cylinderand comprising n ring, n spider carrying the said riin, n lining held on the seid rixn, and packing plates extending from the said rim and its lining to the shoulders on the lining of the said cylinder, and rings secured to the outer edges of the said rini to liold the packing rings in pince, snbstnntinll as shown and described.

5. ln n rotary engine, the combination with n cylinder provided with n lining in the form of n. ring hnvingnnnnlar shoulders, of @Wheel mounted to turn within the snid cylinder and comprising n riin, n sliider carrying the said rini, a lining held on the said rim, and pecl;- ing plates extending from the said rim and its lining to the shoulders on the lining of seid cylinder, rings secured to the outer edges of the seid rim to hold the pecking rings in place, projections extending inwardly from the said ring, and plates attached to the spider arms and engaging the Sides of the said proj ections, substantially ns shown and described.

6. In a rotary engine, the combination with e wheel provided with sliding pistone, of n cylinder forming e steam space with the said Wheel and provided with nn inlet channel and an exhaust channel, n channel lending from the said inlet channel to the said steam space, and in auxiliary channel lending from the lest, mentioned channel to the exhaust chan nel, and n. Valve fitted to slide in the channel connecting the steam space with the inlet channel, substantially es shown and de scribed.

ALBERT D. BELLINGER. 'Witnessesz Il. I. BRnoKnfr'r, T.V TrnsrLnWoon 

